Finally got my Proper Pilots Licence ;)

[ayavner]

haha that's true... going for the ppl anyway, but certainly won't wait for that to start on the trips! After all that's why i got into this for!

 

 

[REastwood]

Thanks for all that great info...One thing I'm not sure on after reading the post is if the recency requirement is the same for PIFR, NVFR, Command Instrument, and FPAs?

Recency requirements are all in the CAO's from 40.2.1 to 40.2.3, but quickly; PIFR-Flight review every 2 years AND sufficient recent experience to undertake flight safely (see CAAP 5.13-1), NVFR(Private)-1 flight of >= 1 hour every year plus 1 landing every 6 months, CIR-every 90 days: 3 hours on instruments or 1 hour dual or passed an instrument test. FPA's are part of the PIFR and do not appear to have any separate requirements

 

With the CIR do you have to do all the NDB, RNAV, VOR, ILS approaches every ninety days to keep all privaleges current? and is the recency specific to different models of avionics? ie if you do rnavs with one model GPS then you're not allowed to fly an RNAV approach with a different GPS unless you've also done the recency on that in the past 90 days?

RNAV, DME/GPS, NDB or VOR every 90 days (can be done in simulator), DME covers GPS and visa versa, ILS/LLZ covers VOR. With RNAV, must have done an approach within 6 months using same equipment type (CAO 40.2.1 11.3B).

Basically you must fly on instruments (in IMC or under hood with safety pilot) for 3 hours every 90 days and do an RNAV, GPS, NDB and LLZ/ILS approach to remain fully up to date. This is hard to do as a private pilot hence the desire for the PIFR, or a trip to an instructor for a 1 hour brush up every 90 days.

 

Also, is the CPL a pre req to the CIR or can a PPL holder get a CIR too?

Nope, a PPL can go straight to a CIR. I have no intention of getting my CPL at the moment but if I do decide to in the future having to fly the precision required for IFR (+/- 100', track error<5 deg etc. etc.) will give me a good start.

 

I would have guessed that most schools would make you do the NVFR before the PIFR even though the PIFR covers Night flying..... It's just bussiness I suppose.

I was told that the time taken to do the NVFR (min 10 hours) counts directly to your PIFR, but I cannot find it written anywhere, but any instrument time definitely does count. For CIR you MUST have 5 hours as PIC at night, you can go to a school, do enough training to go solo at night then do 5 hours of circuits but I reckon you might as well do the NVFR.

 

So if the PIFR requires VMC conditions below LSALT for the whole flight, then surely I could safely fly VFR in those conditions. So what's the point of PIFR?

Several reasons; 1. You are under SARWATCH all the way for added safety and informed of other traffic, 2. for VFR in class G you must remain 1,000' clear of cloud vertically and 1,500m horizontally. If at or below 3,000'AMSL or 1000' AGL then clear of cloud and in sight of ground. If you don't like scud running then with the PIFR if the cloud base is at the LSALT you can get to the cloud base, or go above it (which is often smoother). 3. If you get the FPA's for instrument departure and say an NDB and RNAV approach then you can depart if cloud is 300' AGL and vis 2km (with some exceptions) and get into most airfields if the cloud base is around 1000' (some RNAVs can get you quite low).

Personally, where I live you often get a low cloud base of 1500' stopping you getting over the hills VFR, also we often visit family in Melbourne which suffers the same fate. Having IFR I can get through the Stratocumulus, get into smooth air and get to where we are going. I will not fly if thunderstorms are forecast, or MOD to SEV turbulence, if there is icing conditions or the cloud base en-route is below 1000'. These are my personal minimums based on my aircraft (Cessna 172 - single engine no de-icing) and my own confidence/comfort. I also enjoy the precision of flying IFR and the procedural nature it involves. The hardest part I think is doing an NDB approach in moderate turbulence trying to keep your track, keep an eye on the stopwatch and your altitude, maintain your scan and monitor both the area frequency and CTAF, whilst giving required calls and trying to stop any sudden sink from busting your minimums. But I do LOVE doing a LLZ(Localiser) approach into Adelaide lifting the hood at 800' and seeing the runway right in front of me!

 

Richard.

 

 

[Guest Howard Hughes]

I still don't have a 'proper' licence (aka certificate)!

 

Congrats to the OP!

 

 

[motzartmerv]

I still don't have a 'proper' licence (aka certificate)! Congrats to the OP!

I keep telling you, whenever you wanna upgrade that ATPL, we are waiting....

 

 

[Guest Howard Hughes]

I keep telling you, whenever you wanna upgrade that ATPL, we are waiting....

I'm keen, time is my enemy, maybe next leave!

 

 

[facthunter]

Just work up a bit of courage and DO IT. It's only a little bit harder than the big stuff. Nev

 

 

[68volksy]

Lot of Canberra guys have been getting their NVFR lately as it's such a pretty place to take your passengers for a flight! The school gently persuades the students to use it more as an option to take off before daylight in some instances and do the Canberra scenic flight at night. There's always currency issues with this kind of thing.

 

We generally try to steer people away from the PIFR unless they're going to use it regularly as it's the kind of thing that really does need constant use or it's just another way to end up in a lot of trouble. I know that's talking ourselves out of some business but we need to sleep at night!